Vehicle occupant safety barrier



July 16, 1968 P. GRAHAM 3,392,989

VEHICLE OCCUPANT SAFETY BARRIER Filed May 13, 1966 4 Sheets-Sheet 1 INVENTOR.

PHILLIP GPA/' M BY ATTOR NEY July 16, 1968 p. GRAHAM 3,392,989

VEHICLE OCCUPANT SAFETY BARRIER Filed May 1.3, 1966 4 Sheets-Sheet B INVENTOR PHlLL/P GPA HAM Bhf/j ATTORNEY July 16, 1968 P. GRAHAM VEHICLE OCCUPANT SAFETY BARRIER 4 Sheets-Sheet 5 Filed May 13, 1966 INVENTOR.

PHILLIP GRAHAM BY 4%...

ATTORNEY July 16, 1968 P. GRAHAM VEHICLE OCCUPANT SAFETY BARRIER 4 Sheets-Sheet t Filed May 13, 1966 FIG. I5

INVENTOR Mnww A N H R A O P T G .T P U H.. H P Y B `limited Se??? Paf@fr O Wi VEHICLE"CCIIPANT"SAFETY BARRIER l Phillip ('iraha'm,f2825 Glenmore Ave.,

-' -ff- Pittsburgh, Paw-'15216 i y .Continuation-in-part ofi-application Ser. No. 462,993,

. `fl.'une"10,.1965 This :application May 13, 1966, Ser.

ABSTRACT THE DISCLOSURE This invention pertains tofa cushioning barrier that has shielding mounted closely in front of an operator or a. passenger of, an automobile or'the like, to furnish a highdegree of cushioning to the occupant when momentum forces him .against thebarrier during an automobile accident. The barrierincludes; forehead, eye, chin and chest'shielding-thatis Ylargely made of flexible sheeting that can be folded ,and be kept in a: high retracted, inconspicuous position above .the occupant, so it cannot objectionably obscure or obstruct the occupant while it is retracted...T-he shielding. can be triggered to quickly move it into ya protective .position in front of the occupant when la dangerous highway condition develops.

. .This invention yis a continuation-impart of my co-pending applicationSer. No. 462,993, tiled June 10, 1965, entitled Vehicle` Occupant -Safety Barrier, now Patent No. 3,262,716.. Applicant .also claims rights to earlier filing .date to common subject matter that is described in the present application, which was also described in his application Ser. No. 355,568, which hasbeen abandoned, filed Mar. 30, 1964, entitledVehicle Occupant Safety Barrier. The cov-pending.applicationSer. No. 462,993 (Patent No. 3,262,716), isalfcontinuation-in-part of application Ser. No; 355,568; applicationSer.1.No. 355,568 is a division .of V.application Ser .No.v97,658, now Patent No. 3,129,017. Applicant also describes improvements over the Vehicle Occupant Safety Barrier that is described in Patent No. 2,977,135..

,This invention relates to avehicle occupant safety barrier that is mounted in a vehicle and has yieldable shielding mounted closely .in front of a seat for an occupant to protect ,the occupant during a-rapid deceleration espevcially that causedby a collision. More particularly, it relates toa cushioning barrier that maybe positioned in an automobile .in 4frontofy an,operator or a passenger, to `fur' n ish: 1.high degree ,of cushioning to the occupant, including safe .cushioning of the lower portion of the occuiants bodyT The barriermay be` positioned between an operator and a Asteering wheel or the like to maintain pro- Itect-ion forthe operatori while allowing him freedom of movement inl operatingthe vehicle, including operating the vehicle throughoutanaccidentperiod when the vehicle remains controllable. T hebarrier may be mounted so a jportionor. more of it can be kept in a retracted position so it need notobjectionably obscure or obstruct the occup'ant except,l when thenretracted` portion -is moved into a' shielding position in front of the occupant during a collision threat;v

f The barrier'ha'sifeans'v to act during a high degree of deceleration of a vehicle, particularly the quick deceleration'caused byfafcollisinr extreme braking, to adequately'cu'shion'ian occupant whnhe is propelled against it by. momentum.Y The-barrier alfsofconiines the occupant to prevent the 'momentum fromthrowing him against rigid portions of the :vehicle andthe like. The barrier proyidesstiffshieldingrand has large cushioning surfaces that @become bearing `surfaces againstithe occupants body duringla collision.K ,The large bearing area allows a low bear- 2y ing pressure to safely transmit the occupants momentum force into the barrier, the barrier yielding to anrextentas the force is absorbed. There is means to prevent objectionable rebounding ofthe barrier against .the occupant. A barrier may have other safety features including means operative during a very violent collision to cause the momentum `force Vof the occupants body to be harnessed to the barrier to force it to act as a battering ram to bend the steering wheel, steering column, dash board, and other such rigid objects confronting it to provide a longer path in which the occupant can decelerate slower and thus safer by reducing the intensity o f the bearing pressure of his body against the barrier.

' The barrier of the present invention has improvements over the barrier means shown in my co-pending application Ser. No. 462,993, now Patent No. 3,262,716. The present application describes improved means to cushion the collision forces that tend to injure or kill an occupant.

The barrier of the present invention has improvements over the barrier shown in my Patent No. 3,129,017. The present application includes improvements to a compacted flexible shield by providing a strong flexible transparent plastic eye Ashield to protect occupants eyes from iiying particles of broken glass during a collision.

Although the vehicle `barrier is shown as being incorporated into an automobile, it may be incorporated into other vehicles, including buses, trucks, aircraft, military tanks, speedboats, scooters, snow sleds, and the like. Furthermore, although I have illustrated the lbarrier as it would be positioned in protecting the operator of a vehicle, such barriers may also be positioned in fron-t of passengers. l

An object of my invention is to provide a shield-like, cushionable vehicle safety barrier that is mounted on a vehicle with shielding positioned closely in front of the occupant, the shielding including a movable head shield that confronts .the occupants head. The head shield may be kept in a Aretracted position until a dangerous traiiic condition occurs. Then a control may be tripped to cause the head shield to automatically move into a position so as to protect the occupant. The barrier has force absorbing means to cushion forces to a high degree.

Another object of my invention is to provide a cushioning vehicle safety barrier that has amovably mounted flexible head shield that includes a flexible transparent eye shield. The head shield is retracted until a dangerous traffic condition occurs, and the retraction causing the head shield to 'be compacted so it lits into a small space where it does not objectionably obscure or obstruct the occupant.

Other objects and advantages of the invention will become more apparent from a study of the Ifollowing description taken with the accompanying drawings wherein:

FIG. l is a fragmentary side elevational sectional view showing barrier shields positioned in front of the operator of an automobile;

FIG. 2 is a fragmentary sectional view taken along line 2-2 of FIG. 1;

FIG. 3 is a fragmentary sectional view taken along line 3 3 of FIG. l;

FIG. `4 is a fragmentary sectional View 4 4 of FIG. 1; i

FIG. 5 is a view similar to FIG. l, except that it shows barrier shields in retracted positions;

FIG. 6 is a fragmentary sectional view taken along `line 6-6 of FIG. l;

FIG. 7 is a fragmentary sectional view taken along line 7-7 of FIG. 5;

FIG. 8 is a fragmentary sectional plan View showing a modification having much of the barrier device mounted on a vehicle door;

taken along line FIG. 9 Ais a fragmentary sectional View taken along line v9-3-9 of FIG. 8; m

FIG. 10 is a fragmentary sectional View taken al-ong line 10-10 of FIG. 9;

FIG. 1l is a fragmentary sectional View ta-ken along line 11-11 of FIG. 8;

FIG. 12 is a fragmentary sideelevational view showing a modification of the torso shield and head shield shown in FIG. 1;

FIG. 13 is a fragmentary plan view taken along line 13-13 of FIG. 12;

FIG. 14 is a fragmentary elevational view similar to FIG. 12 showing the head shield and torso shield in a retracted position;

FIG. 15 is an enlarged elevational view showing details of a transparent face shield.

Referring more particularly to the drawings, FIGS. 1 to 7 inclusive show a pivotable, retractable shield-like cushionable safety barrier Q that is mounted on a slida-ble seat .l of an automobile body 1. The barrier Q is like the barrier units that comprise a torso shield and a head shield which are described in detail in my Patents No. 2,977,135 and No. 3,129,017.

The barrier Q is sho-wn in a protective position in FIGS. 1 and 4. FIG. 5 shows the barrier Q in a retracted position. The barrier Q is symmetrical in general. The barrier Q has a strong rigid torso shield S that shields the front of the occupants t-orso. The shield S is positioned between the steering wheel 2 and the occupant or operator 3. The shield S is pivotally mounted with two supports D that are fastened to the top of the slidable seat J. The barrier Q has a pivotally mounted head shield H attached to the upper portion of the shield S with hinges and latching means, including a latch E. A flexible visor-like forehead shield F is hinged -to the inside of the head shield H. The shield F is useful as a sunshade and as an adjustable shield to cushion and protect the forehead of an occupant. The head shield H includes pivotally mounted side flaps HR and HL, which confront the sides of the head of the occupant.

A pair of telescoping, cushioning thrust arms or cylinders T are positioned below the sliding seat I. During a violent deceleration such as that from a collision, the occupant 3 would be propelled forward from his position shown in FIG. l to a position against the barrier Q. The momentum thrust of the occupant 3 against the shields confronting him transmits the thrust into the shields which transmits the thrust -to the slidable seat I and the seat yields and transmits the thrust to the cylinders T which yield and absorbs the thrust. The forward ends of the cylinders T are fastened to a diaphragm 4. The diaphragm 4 is connected to fixed framing at the oor of the automobile body 1. The rear ends of the cylinders T are engaged to the rear of seat J. Catches C on cylinders T prevent objectionable rebounding of cylinders T.

A retractable knee shield K is mounted on the for-ward portion of the seat J to shield and cushion the occupants knees and the portions of the occupants legs that are adjacent to the knees. The knee shield K also cushions at least a portion of the momentum of the lower portion of the occupants torso and the upper portions of the occupants legs. The knee shield K may be kept retracted in the position within the seat I as shown in FIGS. and 7. When a collision seems imminent, the shield K is triggered so it is forced out into the protective circle-like position shown in FIGS. l and 6. The shield K restrains the occupants body from sliding under the barrier Q during a collision, particularly when a safety belt B is not used. The shield K moves forward in unison with the seat J during a rapid deceleration. The shield K takes the momentum thrust from -or near the knees of the occupant 3 and transmits the force into the seat J which yields and transmits the force into cylinders T. The shield K would not be used in conjunction with a steering wheel column 2a that is positioned steeply as shown in FIG. l

, 1 v Stiff foot shields `NR VandNLvare attachedtolthe seat vJ with chains. The shields NR and NLare open at the rear and at opposing sides to allow the occupant 3 to position his feet Within these shields just before a collision so as to restrain and cushionhis feet during -a rapid deceleration. The shields NR and NL'move forward in unison withthe other shields, belt B; and-the lseat J. The forward movement ofshields NRfand NL is halted when these shields strike non-yielding obstruction such-as deforming portions of the automobile 'body 1. The shields NR and NL may ybe pushed back towards thel seat I by deforming portions of the automobile body 1, their stiff shielding and padding preventinginjury to occupants feet.

All of the shields may have cushioning lining or padding 5 attached to the surfaces that are adjacent to the occupant 3. The head shield H has stiff transparent face or eye shields means V. A stiff Vdished buffer plate P may be attached to the steering wheel 2 to act `as a shield to restrain a broken steering wheel 2, steering column 2a, or the like from piercing the shields S and H and/or the occupant 3 during a collision. The cylinders T, catches C, shields S, and F, lbuffer P and latch E, and most of the head shield H are described and shown-in detail in my Patent No. 2,977,135.

The barrier Q, shields K, NR and NL'would not touch the occupant 3 except during a collision when he bears against them. When the barrier Q is positioned as shown in FIG. 1, it automatically protects an operator without restric-ting his freedom of movement to drive, thus it causes him to feel relatively safe while driving. Therefore, he can remain at the contr-cls of the automobile in the face of a collision and concentrate -on trying to avoid having a collision rather than abandon the controls and try -to shield his head with his arms, or try to gain a prone position on the seat I.

A pair of retractable side arms L may beused to prevent the barrier Q from being bent out of protective position by momentum thrusts of the occupant 3 against it or by the steering wheel 2 -being deformed backwards against it. The arms L are needed if the barrier Q is to be harnessed to make it act as a strong battering ram to bend or break the steering wheel 2.

When the barrier Q, shields K, NR and NL act as a battering rarn with the momentum of the occupant 3, shields and the seat I supplying the force, the deceleration path is lengthened allowing the occupant 3 to be decelerated slower and thus more safely.

During a very violent collision the operators body will more forward until it touches the cushioning on the shields. The shields and the belt B take most of the momentum force of the operators body and transmits it into the sliding seat J and from there it'is transmitted into the cushioning cylinders T. The remainder of the force is spent by bending and breaking the rigid portions of the automobile confronting the occupant, including the dash, the steering wheel 2, and the steering wheel column 2a. The shield- S engages the buffer P in deforming the steering mechanism. When the firewall and dashboard portion of the auto body 1 is being pushed inwardly by a colliding object, the momentum force of Athe operators body against the barrier VQ resists the penetration force and possibly pushes those auto body portions outwardly.

The shield S has a strong stiff curved panel 17 that can greatly resist forces that tend to buckle it during a collision.

An adjustable extension panel 16 may be attached to the lower portion of the panel 17 to allow `the shield S to be adjusted in length vertically to suit the stature of the occupant and to allow the panel 16 to engage the lower portion of the-wheel 2 during a collision:v Thus shielding the torso from the wheel 2 and allowingthe shielding to act as a battering. ram. vThere are a' series of adjusting notches along the edges of the panell 16 to'which i the pair of latches 18 on the panel17 maybe selectively engaged. c A f 1 .v

`The operator 3 in the arrangement shown in FIG. 1 can push `his seat back to allow access space for pivoting the shield S upwardly or downwardly past the. steering wheelrZ. The shield extension panel 16 may be-slid into further engagement with panel 17 to shorten4 the shield S so it can be pivoted pasttherwheellZ. Removable pins in panel 16 may befturned todisengage them so panel 16 mayfbe removed. Panel -16 mayhave spring-"means and tripper (not shown) to raise. the panel, so it can be pivoted upwards pastv the 'steering wheel 2..Panel- 16 would protect operator from the vwheel. Other occupants may have barrierswithoutthe panel 16.

The occupant 3 is confined by the shoulder supports 15 andbelt-B to prevent him from rising excessively above the seat I during a roll-over.

Springs are confined in the tubes of the'cylinders T. These springs are compressed during a collision when the occupantsl momentum forces the shields to transmit the collision force into the seat J and then into the cylinders T. The catches C prevent the release of the'forces built up inthe cylinders T until they are manually released after the occupant is clear of the path into which the shields rebound. Snubbers similar to those described in my Patent No. 2,827,305 may be usedl if preferred, rather than catches C.

The catches C are shielded soy the occupants legs cannot be injured by them. The cylinders T may have pistons and hydraulic fluid Vto create bleeding action to cushion some of the collision 'momentum force. The hydraulic means to cushion may be in addition to the spring means. The means to use hydraulic bleeding action to cushion the momentum force 'is fully described in my Patent No. 2,977,135. This Patent No. 2,977,135 also describes fully the hydraulic means that allows the use of hydraulic fluid and pump means" to 5 adjust the seat J and the shields laterally towards the rear or forwardly.

The'seat I is pivotally mounted to allow it to be pivoted laterally for easier access and for skewing the shields when a diagonal collision is likely to occur, to allow the operator 3 to meet a thrust moredirectly to obtain the maximum cushioning effect and to reduce or eliminate the force factors that tend to hurl yhim towards a side of the compartment. Most operators veer to the right just before a collision on a two lane highway, causing a collision thrust from the front left. The thrust from the left requires the operator to pivot the seat J to the left to position the barrier shields and hisbody so they are faced directly towards the'colliision impact point. Many collisions occur on sharp roadway curves. During such accidents centrifugal force tends to propel the occupant against anv interior side of the automobile. There is restraining means to prevent the momentum from forcing the occupant 3 from behind the shields. The upper portion of the operatorsbody straddles the upper portion of `the shield S, as his arms are vextended past the side edges of the shield S. The straddling position allows the occupant 3 to press andhold the upper portion of his torso against the shield S during a collision inwhich the automobile veers. Arms L restrain the mid portion ofVhis torso from -yielding sideways. The'belt B'restr'ains the lower portion of` hisltorso from being forced towards a side of the vehicle. Thejk'nee shieldK and the foot shields NR and fNL restrain the occupants legs from being forced aside. 'The shoulder supports 15 yand the belt B confine the occupant3 tolimit his-movement upwardly-from bouncing action or.` when theautomobile rolls over. Present day y"automobiles have yvery short deceleration paths for the occupants, so the seat J may'be moved back just before a collisionjto Vprovide a-.longer deceleration path. Power meansl may be used to` move the seat J and thus the shields `towards the rear. The seat may be adjusted yback and forth.

J Theseat jIjhas a high backwith va portion behind the occupants head, like seats in long ldistance buses and trains. l v

The'barrier Q may be kept in the retracted raised position as shown in FIG. 5, from which position it can 4be quickly moved to protective position in front of an. occupant as shown in FIG. l', when there is imminent danger of there being an accident. The barrier Q maybe pivoted to the retracted overhead position as shown in FIG. 5 to create access space for the occupant-3 to enter and leave the seat J and to allow the occupant 3 to be visible by not obscuring the upper portion of his body. The knee'shield K can Aalso be kept in the retracted position shown in FIG.- 5 until there is imminent danger of there being .a collision. Therefore, the barrier Q and the shield K may be kept in a retracted position much of the time so they will not materially obstruct or obscure the visibility of the occupant 3. The barrier Q may be retracted quickly after a collision to the position shown in FIG. 5, so the occupant 3 can escape quickly from the vehicle when there is a fire hazard or the like.

A safety belt B may be attached to the slidable seat I. The belt B transmits much of the great momentum force of the lower portion of the occupants body into'the seat I, the seat yielding by sliding forward considerably, which move-ment cushions the lower portion of the body. The safety ybelt B is a big improvement over common safety belts that are fastened to sea-ts that do not yield forward. The belt B and the shield K co-act to transmit the great momentum of the lower portion of the occupants torso and the upper portions of his legs into the sliding seat J, so the momentum can be safely absorbed by lthe cylinders T. The `belt B or the shield K may be used alone for less effectively trans-mitting the occupants lower torso momentum force into the seat J. Since the belt B and the shield K can Itransmit the great momentum of the lower portion of the voccupants torso and the legs into the seatJ, the occupants abdomen does not need to be pressured against the s-hield S, therefore this delicate portion of the body is not likely to be injured, particularly so for women who are pregnant. The 4belt B may have a conventional buckle 7 to adjust the belt so it is almost taut. The safety belt B has a large bearing surface against the occupants legs and this bearing engagement restrains the occupant 3 from sliding far in relationship with the seat 3 due tothe belt B bearing against his hip bones. The fabric of the belt B may be made of nylon to allow it to yield to a small extent so lthe occupant 3 can move forward slightly due to his body momentum, so his knees can bea-r against the shield K and his chest and head can bear against the barrier Q.

When the seat J slides forward during a collision due to the momentum of the occupant 3 and the seat, the offsets 6 on the seat I bear against the ends of the cylinders T and forces springs in the cylinders to compress, which causes the cylinders T to yield and telescope. The cylinders T are bolted to the offsets 6. The cylinders T absorb most of the vthrust of the operators body that is thrown against the shields and the safety belt B during a collision. Catches C or the like, that are engaged to cylinders T, prevent objectionable rebounding of the seat J. Rebounding of the seat I would cause the shields to propel the occupant 3 backwards ata high velocity; thus causing him to violently strike the back of the seat and be injured.

When the occupant forsees an accident, he can move his body against the shields just before the collision to obtain a snug t against the shields and to stretch the webbing `8 of thebelt B to .make it taut so it grips hisA hip bones. The 4occupant 3 can move the seatJ back along with the shields to increase his deceleration path or to limit the deceleration flight to bring his body to a stop before it reaches close to 1the hazardous steering column 2a and the dash board.

When an automobile without a top or wit-h a weak top -is involved in a roll-over accident, and the barrier Q cannot be retracted, the arms L may be pivoted downwardly withgmanual fQrCe and ,the belt.B may be unbuckledby quickly manipulating `the buckle f7, to allow the occupant 3 to escape to a sheltered position under the dash.

The belt B may have hooks 9 to engage eyes 10 that are attached to the lower portion of s-hield S. The hooks 9 would restrain the barrier Q from tilting forwardly from the pressure ofthe occupants chest against it during a c01- lision if side arms L are not used. The belt B has horizontal portions 8a to restrain the upper portion of the belt from being pulled forward away from the hips, due to momentum force against the barrier Q. The use of the belt B to restrain `the lower portion of the barrier Q is suitable for the use of passengers who are not closely confronted by rigid portions ofthe vehicle. The arms L would be more effective than hooks 9 to restrain the barrier Q when it is to ac-t as a battering ram.

When preferred, the operator may drive with the head shield H positioned low away from his head in the position Hd. The shield H may also be lowered to position Hd when the Vehicle ceiling is too low to raise the barrier Q to the retracted raised position shown in FIG. 5. A phantom or dotted outline indicates the position Hd. The shield H in position Hd is low enough to allow the occupant to see over -it to view the road ahead and to the sides.

The pivotal side flaps HR and HL 4may be retracted by being pivoted outwardly to allow the occupant 3 to increase his eld of vision downwardly to lthe right and left when the shield is in the position Hd. The side flaps HR and HL are portions of the head shield H that extend backwardly adjacent to the sides of occupants head. The Iaps HR and HL are described fully -in my cot-pending application Ser. No. 462,993. The flaps HR and HL are latched into either the protective positions or the retracted positions. The shield H has curved center panel 101. The flap HR has a panel 102 that is attached to the panel 101 with a hinge M1, and a similar hinge M2. A hook or latch is bolted to the panel 102. The latch has a resilient port-ion that allows it to latch tol a catch that is bolted to the panel 101. The hinge M1 has a conventional coiled spring, which tends to keep the panel 102 in the protective position shown in FIGS. f1 and 5. A control cable may be pulled to cause the flaps HR and HL to pivot into their protective posit-ions.

When t-he shield H is positioned low and there are dangerous highway conditions ahead, the controls of latch E on the shield H are ytripped to allow the forces in the springs on the hinges l12 to pivot the shield H upwardly. Hinges 12 are like the hinges used for the same purpose on the shields in my Patent No. 2,977,135. The latch E has a tripping means that is responsive to a nudge of the operators chin or a pull on the handle 113 to start the upward pivoting.

The head shield H may also be raised by the action of the operators head striking the tripping means of latch E when the head slu-mps into the shield H, as when the operator falls asleep or otherwise loses consciousness. The shield -H is held down in the posit-ion Hd by the hold-down latch During a collision in which the steering column 2a is pushed inwardly, the buffer P forceably raises the head shield H from the position Hd when the operator has not .tripped the controls of the latch E, or the controls have jammed.

The hinges 12 connect the shield H to the shield S. The pins of the hinges may be removable to allow the shield H to be removed readily. Some operators would want to drive with the shield H removed. A shield H may be quickly removed so that another shield H of a different size may be mounted in its place.

A pair of spring shoulder latches 13 are fastened to the panel of shield S. The latches 13 engage slots in the head shield H.

There is a pivotal prop mounted in front -of the panel below the shield H. A spring tends to force the prop upwardly. The prop and the latches 13 restrain the shield H from pivoting forwardly from a thrust of the operators head against it. A cable 14 is fastened to the two shoulder latches 13. The cable hangs down to the center of the panel. A handle 113 is mounted loosely on the cable 14. The operator may pivot the shield H down to the position Hd by gripping the handle 113 with his left hand and pulling it downwardly. l

The face or eye shield means V may be made of laminated plastic or laminations of plastics and glass to provide a transparent safe shield. The shield means V has a transparent center panel 114 that is securely joined to the panel 101 and ythel upper panel 115. The ap HR has a transparent panel 116 which is securely joined to the panel 108. The flap HR has a panel 117 that is like the panel 116. The shape of the panel 114 provides space for an occupant 3 who is operator, to move his arms when turning the steering wheel 2.

A modified head shield (not shown) is similar to the head shield shown in my Patents No. 2,977,135 and No. 3,129,017, but with a flattened center portion to an automatic and transparent pivotal face shield that would be shaped like panel 114. This modificati-on is an improvement to allow an operator more space to move his arms while steering.

The hinged portions 19 of supports D may have springs powerful enough to quickly pivot the barrier Q from a retracted position into the protective position.

These hinged portions 19 are locked with spring latches 2.0 to retracted and protective positions. Cable means 21 may be used to remotely open the latches 20. Tripping means (not shown) may also be used to open the latches, including bumping a tripping control with the head like that for the shield H. The cables 21, to operate the hinged portions 19, may be rigged through spiral metal tubing 22 like that used in automobiles for small cable rigging. The side arms L may be omitted if there is not an obstruction, such as a steering wheel, in the deceleration path. The supports D may be made strong enough to take thrust from steering wheel without bending back. Shoulder supports 15 should be flanged for providing stiff strong supports. Since the supports D are above the shoulders, the occupant 3 is not confined against escaping quickly during accidents, such as accidents in which an auto burns, and accidents when autos plunge into deep rivers and the like. The operator 3 can escape quickly since he can unbuckle the belt and raise the sheld Q. If. the supports D jam during an accident, the supports are high enough to allow the occupant 3 to slide out from under the shield S. Seat J may have an inflated cushion (not shown) that may be adjustable in height by selectively varying the pressure. The seat cushion may be narrow so occupant 3 can slide it out from in under him to lower his body so his head canv more easily be disengaged from the connes of shield H, or to allow occupant to slide sideways off the cushion to so lower his head.

The supports D are threaded so they maybe adjusted by rotating the knurled nuts 23 to position the shield S farther or closer to the back of the seat I. These adjustments allow the shielding to be positioned to suit occupants of different build. The supports D may be adjusted by rotating the knurled nuts 24 to position the arms higher or lower to thus selectively position the barrier Q vertically.

The seat I is mounted on a track having two rails 25. The rails 25 are fastened to the floor of the automobile body 1. The seat I has a base 26 which engages the rails 25. A turntable 27 is mounted o n the base 26. The metal framework 28 of the seat J is'mounted on the turntable 27. A spring latch 29 engages notches on the turntable 27 to allow selective pivoting of the seat J. A pair of track latches 30 may be used to latch the seat I to the rails 25 to restrain the seat from moving except when a violent deceleration force shears the latches 30 if they are engaged to the rails. The latches 30 may be rigged with cables 31, as shown in FIG. l. The cable 31 pulls the latches 30 to retract them from the rails 25 when the `barrier Q is lowered to the protective position shown in FIG. 5. The cables 31 act with drum action by winding and unwinding on supports D.

The motor operatedhydraulic pump 32 may be used to adjust the cylinders T to laterally adjust the seat J. The reservoir 33 works with-the pump 32. The cylinders T may bleed hydraulic fluid (not shown) to cushion momentum thrusts. y i v Side arms' L may be used as separators to restrain the barrier Q from tilting when pressured by the occupant 3 during `a collision or when the steering wheel 2 engages it; The arms L also restrain the occupant 3 from being thrown sideways.v The arms L may be cove-red with sponge rubber cushioning or thelike. The arms L would be retractedas shown in FIG. 5 when the barrier Q is retracted. The outer end of each arm L is grooved deeply to engage a hook 34 when the arms L are in the protective position as shown in FIGS. 1 and 4. Hooks 34 are offset out from the bottom of the shield S. Each arm L has a large pin portion 35-at right angles to its longitudirial axis to engage the upright metal framework 28 in the back of the seat I. There is a cable 36 on each side of the barrier Q. Each cable 36 is anchored to the pin portion 35 and at least partially wrappedV around the pin portion 35. The other end of each cable 36 is anchored to and wrapped partially around 'the rounded pin plate portion 19a of a support D. When a barrier Q is lowered from the retracted position shown in FIG. 5, the upper end of each cable 36 is further wrapped onto the pin plate portion 19a causing a pull on the cable 36, which causes the pin portion 35 to pivot as the cable unwinds and the arm L pivots upwards into the protective position shown in FIG. 1. This drum action partially unwraps or unwinds the lower end of the cable 36 from the pin portion 35. The arms L are therefore self-coupling. A spring 37 may be spliced into each cable 36 to allow each arm L to spring upwards until it engages a hook 34 on barrier Q. Each spring 37 also allows the occupant 3 to force an arm L downwards if the barrier Q jams during a collision and cannot be retracted quickly. The arms L confine lthe operator 3 but they do not trap him against escaplng. Arms L are positioned to allow occupants arms to be held close to the torso so they d'0 not project enough to be injured by the adjacent side of automobile body 1 being deformed inwardly during a collision. The arms L have strong tubular shaft portions that can be unthreaded for adjustmentand for removal.

The knee shield K may be adjusted laterally by turning the adjusting screws 38 to position the outer extremities further or closer to the occupant 3. The knee shield K is triggered by a control 39 located low on the seat J. The control 39 can be pressured by the left hand or the left -heel of occupant 3; The control 39 causes the knee shield K to project to form a circle-like shield to protect the knees of the occupant'and to restrain the knees and thus the lower portion of'the body from sliding forward 4away from the seat J. This restraining of the knees allows the body momentum to be transmitted into the seat J so the cylinders T can absorb the momentum. The control 39 is a switch to activate a motor driven hydraulic pump 32 shown in FIG. 3. The pump 32 forces fluid into tubes of the knee shield K to cause the shield to extend. The pump 5 32 may be reversed to cause them to contract in length. If the pump motor fails because of deformation due to the collision forces, release valve 40 on the knee shield may be turned to release the fluid so the knee shield can be manually forced to retract. The valve 40 is a needed safeguard as the knee shield could be jammed and trap the occupant 3. The padding or cushioning 41 that confronts the knees forms a portion of the cushion of seat J until thefknee shield K is projected. The side portions of the knee shield K restrainv the legs from being thrown towards a side of the occupants compartment that is deforming under collision forces. Springs (not shown) rather than hydraulic pressure may be used to project the knee shield K.

' The space encircled by the projected knee shield K is large venough so the occupant 3 can slide his legs out from the contines of the knee shield K if the shield jams, unless the shield is deformed to a large extent by collision forces. The knee shield K is formed by a strong rigid curved metal tube 42 and shorter curved tubes 43 and 44 that telescope into tube 42. Curved round rods 45 and 46 telescope into tubes 43 and 44. The tubes 43 and 44 and the rods 45 and 46 are telescoped almosst their full length into tube 42 when the shield K is retracted as shown in FIG. 7. The tubes and rods may be grooved with keyways and have keys torestrain them from twisting out of alignment. The keyways would be similar to those in the cushioning telescoping cylinders shown in my Patent No. 2,977,135. The hydraulic fluid line 47 connects the tube 42 and the pump 48. Pump 48 is connected to a reservoir 49. There are oil-tight gaskets at the sliding joints of the barrier K. The end of rod 45 has a dowel-like projection to fit a socket in the end rod 46 to make the rods interlock when projected fully. The shield K has curved metal shield plates 50 and 51 securely fastened to the outer ends of rods 45 and 46. Each of the plates 50 and 51 has an open clasp that loosely engages the tubes 43 and 44 when the shield K is in the protective projected position and the clasps engage tube 42 when the shield K is retracted. Strong fabric bands 52 and 53 are each attached to the center of tube 42 and the outer ends of the bands are attached to plates 45 and 46. Padding 41 is attached to the bands 52 and 53, also the outer ends of plates 45 and 46. The fabric bands and the padding 41 cushion and protect the legs.

An electric switch type control 39 may be used to simultaneously trigger the shield K and the barrier Q into protective position. Solenoids or the like would be used (not shown) to trip latches on barrier Q.

Foot shields NR and NL restrain the knees and upper portions of legs from sliding under the knee shield K, therefore restraining the lower portion of the torso of the occupant 3 fromsliding under the torso shield S, particularly if a safety belt B is not used or if the belt is not adjusted so it grips the hip bones during a deceleration. The belt B attached to the sliding seat K is a big improvement over a safety belt attached to a xed seat, as the belt B and sliding seat allow the great momentum of the adjacent portion of the body of the occupant to be transmitted into the cushioning cylinders T.

The foot shields NR and NL are attached to the plate 54. Plate PL is connected to the seat J with chains CH. The foot shields NR and NL have strong metal shoe-like shells 55 and 56. During a collision the occupant 3 may quickly move his feet into the shields NR and NL so the momentum of the feet pressures the feet forward against the padding 5. The shields NR and NL restrain the feet from moving ahead faster than the seat J during a collision. The front of the occupants feet and his shins bear against padding 5 on the foot shields NR and NL to cushion the momentum force during a deceleration. The chains 57 that tie the'fo-ot shields to the seat J slacken when an unyielding obstruction is struck. The corrugated floor 58 confronting the foot shields NL and NR telescopes with accordion action when pressured by foot shields and the plate 54. Plate 54 allows the shields NR and NL to stop and/or be pushed backwards toward the seat J during a collision when the plate 54 engages the steering column orother rigid objects. Foot shields NR and NL are mounted so they can stop moving before the seat I stops moving. The foot shields NR and NL may stop short of the foot pedals and firewall, particularly if these members are being deformed inwardly. When the occupants feet are positioned in the shields NR and NL, the occupants legs are bent at the knees so they are less likely to be stoved when decelerated violently.

The bent plate 59 is attached to the front of the seat J. Plate 59 acts as a ramp for the foot shields NR and NL when they stop and the seat J moves closer to them. The

11 ramp action causes the foot shields NR and NL totilt forcing the feet to tilt so they can come closer to the seat J. If the seat J continues to move forward and the foot shields are restrained by obstructions, the knee shields NR and NL can force the ramp plates 59 to bend and telescope with accordion action where it is corrugated, thereby allowing the foot shields to stand on end closely against the seat J, with the occupants toes pointing downwardly. This action provides a-longer-deceleration path for the seat J without causing the occupants feet to be crushed by deformation of the front of the occupants compartment Iconfronting him. Such deformation is a hazardous factor, as the vehicle motor is sometimes pushed towards the occupant 3 during a collision. When the seat J moves close to the foot shields NR and NL, the guides 60 and 61 restrain the plate 59 and thus the foot shields from moving out of alignment. The guides 60 and 61 are pivotally connected to the plate 54 to allow the plate and foot shields to tilt on an extent. Oifsets on the guides engage raised offsets on the plate 54 to limit the tilting.

Anautomobile with a ceiling may have a spring latch on the ceiling (not shown) to hold the front end of the barrier Q when it is in a retracted position, to restrain it from bouncing. The barrier Q may have a counterweight (not shown) or springs to act like a counterweight to allow it to be retracted with litt-le effort. Strong operators could raise and lower the barrier Q without any spring means, but those of frail build would need such force means.

The combination shown in FIG. 1 is costly, but it ful nishes maximum protection. When such an arrangement is not suitable for a particular vehicle, more limited protection can be provided by using arrangements shown in FIGS. 8 and 12.

The modification shown in FIGS. 8 to 1l inclusive has a cushioning cylinder TT mounted on the interior wall of a door 62 of an automobile body 1d. The barrier W is canti-levered out from the .cylinder TT. The barrier W is similar to barrier Q shown in FIG. 1.

The barrier W is shown positioned in front of a seat JD. The seat JD is shown interconnected with the cylinder TT and the barrier W. At least a portion of the seat JD slides in unison with the barrier W when the occupant 3 of the seat is propelled forwardly by his momentum when the vehicle is decelerated quickly due to a collision.

The barrier W may be positioned in front of a tiltable seat that must be tilted to allow access space for entering and leaving the rear of the occupants compartment. Such a tiltable seat is not readily adaptable for supporting a shield Q.

The barrier W with its support is not as strong as the barrier Q and its supporting means. The barrier W is more suitable for use to protect occupants who are frail of build, particularly women, who could not manipulate the heavy barrier Q. The door 62 with the barrier W mounted from it could be readily swung open and be closed by a person frail of build. The barrier W is always in the protective position when the vehicle door is closed, thus the occupant cannot circumvent its protective features. The barrier W can swing with the door 62 to allow more access space for the occupant 3 to enter or leave the seating compartment. This is a more simple means to create an access space than the similar arrangement shown in my Patent No. 2,977,135. The barrier W cannot bounce due to a rough roadway as the similar old barrier can bounce. The supports for the cylinder TT may be made so the cylinder is positioned higher or lower than the position shown. The combination shown in FIG. 8 would be less costly and more easily installed in present day automobiles than could the combination shown in FIG. 1.

The gap beneath the head shield H and the back of the seat JD allows the occupant 3 to move from behind the barrier W in case the vehicle rolls over during an accident. The lower seat portion 63 on which the occupant 3 sits may yield forward without the seat 64 moving for- 1.2 ward. This means'allows himV to: escape easier from a deeply dished head shield. Barrier W is .mounted less strongly than the barrierQ to furnish more limited protection, but it does not have objectionable characteristics suchas obscuring portions of the occupants head when shielding is retracted. The occupant 3 can slide sideways past the shields SS and H to 'escapebeing trappedby .the shielding after acollision. The occupant 3 may place his handsan-d arms across the front of his abdomen-behind the shield SS to cushion his arms during a collision, more so vif shoulder `shields ar used to cushion upper portions of his arms. --The rearwardly projecting portion of cylinder TT restrains seat JD from pivoting forwardly during a deceleration. This is an improvement over. conventional arm rest on a door for preventing a hinged seat from tilting forward. The cylinder TT is strong and, if it is-propelled backwardly by the deformationof the front of the automobile body ld, the rear of the" cylinder TT can strike the channel iron portion of the seat framing and force the seat J D backwardly, the barrier W, pushing the occupant 3 towards the rear. A gap is .maintained between the barrier W and the back of the seat JD. The gap prevents occupant 3 from being crushed between the back of the seat JD and the barrier W. vTheseat-back 64extends close to the adjacent side of occupants compartment so it 'can .-restrain the side of the automobile body 1 from deforming inwardly to the extent that the occupantfs arm adjacent to the side of they Compartment cannot be` crushed by the deforming membersgThe front of the cylinder TT bears against thelirewall 66 close t-o the side framing of the automobile bodyV 1, adjacent the door,62 so the forward portion of the cylinder TT is restrained from moving forward.,The tracks 67 and 68 on the door 62 support the cylinder TT. The barrier W is cantilevered from the cylinder TT to aposition confronting the occupant 3. The front portion-of the cylinder TTforward of the door 62 swings inwardly when' the door 62-is opened. When the door 62 is opened-teau extent, the two pins69 retract from notches in seat JD, allowing the barrier W to be moved forward against the steering wheel 2 so there is more access space for the occupant 3 to leave or take his seat. Since the barrier Wis mounted on the door 62, the door 62 has strong hinges and a strong latch. Safety door latching may be similar to latching shown in my Patent No. 2,827,305. t Y

The 4barrier W is adjusted laterally` to obtain. a position that allows a gap between the operator 3 and ,theshields S and H. Air can circulate through the gap allowing the operator 3 to keep cool, while driving during ,hotweather. The pins 69 are selectively engaged 4to the spaced slots 70 in seat base, 71 tofadjust the seat laterally.

There are three T-shaped connectors 72 attached to the shell vof cylinder TT. Theconnectors- 72 have sliding and interlocking engagement with track 67 that is fastened to door 62. This side positioning of the cylinder TT would always be clear of the steering wheel 2. l l

The pins 69 are fastened-to the tubular vframework 73. The framework 73 is fastened to the cylinder TT and to the track 68. Two connectors .72 fasten onto the framework 73 and slidably engage thetrack 68.

, The seat JD is mounted similar to=seat J. The rails-74 are fastened to the floor. The seat base 71 engages the rails 74. A seat latch 754 may be, used to latch the -seat JD to the rails 74. The seat back 6 4 may bemade detachable from the seat portion 63. A retractable pin 76 may be disengaged after the seat JD is adjusted laterally so the seat portion 63 may yield forward during a deceleration, while the latch holds the4 back of the Seat back 64 so it will not yield forward during a collision. This yielding of only the seat portion 63 creates a large .gap behind the occupant 3 to allow him torescape easily -if the barrier W jams during a'collision.

.The pins 69 may engage slots in the .tubular framework 73. The pins 69 may be secured with bolts that project upwardly from the bottom of the framework 73. The

. :13 pins" 69`"may befor'nitted if they seat JD is n ot vslidably mdunfed.' l v 'The Cylinder TT'and the cylindersT may have adjusting r"means (not shown) to adjust the force absorbing spring or hydraulic bleeding means to suit the weight of the occupant being protected. Such adjusting means are well known." They are an adjustable "diaphragm opening tovary'the hydraulic Bleeding action and takeup means to`va`ry'the spring means.

The barrier W has a torso shield SS which is similar to the shield Si The shield SSis attached to the cylinder TT with` a hinge G. The hing'eGrhas a handle which can be `pivoted to disengage the barrier W from the cylinder TI'. Such a hinge is ydescribed in tmy Patent No. 2,977,135.

The shield SS of the barrier W is braced with the brace BR shown in FIGS. 8 and l1. The brace BR may be buckled at its `center to allow the inner lportion of the barrier Wv to be swung towards the wheel 2, so as' to allow the barrier to swing clear of the occupant 3 when the door 62 is swung open or when it is swung closed. The brace BR has bar 77 which is pivotally mounted on 'the cylinder TT. Another bar 78 is pivotally mounted on the shield SS. Bars 77 and 78 are pivotally connected. A short slidingtube 79 slips over the pivotal connection of bars77 and 78. A spring 80 bears against the tube 79 and an offset on bar 77. When the inner portion of barrier W is to be pivoted towa-rds the wheel 2, the tube 79 is' gripped and pushed towards the cylinder T, thus compressing the spring 80, then the brace BR knuckles at its center as shown by the dot-dash outline when the barrier is pivoted. The tube 79 may be turned to engage a catch (not shown) such as a bayonet fitting to prevent the tube 79 from moving and straightening the brace BR when such action is not wanted. When an occupant 3 is ready to operate the vehicle, he turns tube 79 which allows spring 80 to force the tube 79 to straighten the brace BR.

An occupant who is not closely confronted by a rigid object such as a steering wheel, may travel with the barrier W retracted toward the side of a door. The brace BR would be buckled to shorten it to allow the barrier to be retracted until it is needed.

The foot shields NR and NL are mounted on plate 81 which is similar to plate 54. The bent plate 82 is similar to plate 59. Plate 81 has offsets to engage rails 74 to allow the plate to slide in the deceleration path.

The hydraulic lp'umps 32 and 48 act with cylinder TT and knee shield K as they do for the cylinders T and the knee shield K in the arrangement shown in FIGS. 1-7.

A modification having retractable fabric barrier Y is illustrated yby FIGS. 12, 13, 14 and 15. The barrier Y would be more suitable for many persons than would the barriers Q and W. The barrier Y may be made largely of strong pieces of cloth fabric 83 such as nylon fabric or canvas. The barrier Y shields the occupant 3 from being thrown against rigid objects. The pieces of fabric 83 provide cushioning surfaces that yield to conform to rthe features of the occupant 3 that are forced against them during a collision. Foam rubber padding or the like may be attached to semi-rigid portions of the barrierthat confront the occupant. The soft surfaces of the pieces of fabric 83 provide large even bearing surfaces for the occupants features, thereby allowing a great momentum Ito be widely distributed through the barrier Y intothe seat IB. l. ,l

- The seat JB lmay be slidably mounted like the seats I and yJD are slidable. A slidable seat JB may have limit stops to limit the forward'movement of the seat during a lviolent"deceleration sotlieoccupant will not strike a strong non-yielding steering wheel column. A barrier Y that is attachedt a sliding'seat may work effectively when the steering wheel is collapsible or weak against lateral pressure, also when the steering wheel has a pad- `dedbulf'e'r plate P'.v i

The barrier Y'would generally be kept in theretracted position shown in FIG. 14 until a 'hazardous condition warranted tripping a' latching Jmechanism having two spring latches 84 to force'down the-piecesof fabric 83 to the protective positions-shown in`FIG. 12. When the barrier Y is kept retracted, itdoesnofobs'curethe occupan'ts head and` shoulders? from thelieldf -vision of people passing by, thus the occupant v3 can appear natural and unencumbered by thenbar'rier Y; rIfheretracted barrier 'Y wouldv fold to an extent and thus be' telescoped, making it inconspicuou's and nonobjectionable iin `appearance. The barrier Y'm'ay befmade in pleasingly attractive colors. The barrier 'Y would be preferred by many persons because it would below in cost to'build compared to the barriers Q and W, also because it would be compact and light in weight and thus easily mounted and manipulated. v

When the barrier Y is in a protective position, its torso or chest shield or guard SF extends forward and confronts at least a portion of the chest of the occupant 3. The barrier has an intermediateor chin shield on guard CF confronting the chin of the occupant 3. The shield CF may have air holes confronting the occupants mouth. The barrier has an upper or head shield or guard HF confronting at least a portion of the forehead of the occupant 3. Horizontal tubes 85 and 86 are mounted on the upper portion of the back of the seat IB. There is a strong vertical rod 87 attached to the adjacent ends of the tubes 85 and 86. Each rod 87 acts as a rail for a short flanged tube 88 that anchors an end of the shield SF. Each end of the shield SF is looped around a short tube 88.v The short tubes 88 slide on `the rods 87 when the barrier Y is retracted or when it is forced down into the protective position shown in FIGS. 12

and 13. vEach short tube l88 has a slender metal rod or wire 89 pivotally connected to it. Each metal wire 89 is engaged to the lower edging of the fabric 83 of the shield SF. -Each wire 89 projects outwardly beyond the chest of the occupant so as to shape the fabric 83 so it will engage the occupants chest. The wires 89 should be slightly flexible. The shields HF and CF are pivotally mounted to hinges 90 that are supported by the tube 85. The shield CF has a slender metal rod or wire 91 engaged to its fabrcfs yedging and projecting out from each hinge 85 to shape the fabric 83 of this shield so it will engage the chinof the occupant 3 when it is forced downwardly tinto the protective position. There is a stiff metal link 92 on each side of the barrier Y pivotally connecting a wire 91 t0 a Wire 89 thus connecting shield CF to shield SF. The pivotal connections of the wires 89 to the short tubes 88 have common springs that tend to cause the wires 89 to pivot upwardly and thus tilt the shield SF, retracting the barrier. The links 92 force the wires 89 downwardly and thus the fabric 83 of the shield with it, to the horizontal position shown in FIG. 12. The hinges 90 have springs that force down the shield CF which causes the ylinks 92 to push down the shield SF. The springs 90 are oppositely mounted, but similar to the springs 12 that force the shield H from a retracted position to a protective position. The shield -HF is pulled down by the shield CF to which it is connected with side straps 93. The shield HF has a wide band of fabric 83 across its top to engage the top of the head ofthe occupant 3 and thus limit the downward movement of the shield HF. The shield HF has wire edging l94. A strap 95 connects the shield CF with the shield SF to limit the downward movement of the shield SF. The strap l95 may be wide enough to shield the occupants neck from flying particles of glass and the like.

The occupant 3 would mo've his head and shoulders back against the seat JB just before unlatching the spring hinges 90 to cause the barrierv to move from a retracted position to a protective position. The shields SF, CF and HFvwould not fall short of the occupant 3 when he has his head and shoulders tilted back. The

l spring latches 84 can be simultaneously tripped by rigging them with light cables or cords 96 and 97 so that a control knob 98 can be positioned close to the occupant 3 so he can quickly reach it to pull it to trigger the latches 84 so the barrier Y is forced down into the' protective position. The knob 98 shown is positioned so an operator 3 can quickly move his hand from a steering wheel 2 to pull the knob. The knob 98 may be attached to a stiff wire (not shown) that is cantilevered out from the seat JB above the shoulder of the occupant' 3 but not touching him. One end of the cable 97 is fastened to the cable 96, and the other end is rigged around the back of the seat JB to a latch 84 on the other side of the seat.

Since the barrier Y cannot act as a battering ram, the seat IB may be fixed so that it cannot yield forwardly during a deceleration caused by a collision. The barrier Y would restrain the occupant from being propelled against a non-yielding steering wheel and the like. Deformation of the front portion of the vehicle would provide a cushioning action. The large bearing area of the occupant against the fabric 83 would spread the momentum force of the occupants upper portion so the occupant could harmlessly survive a violent collision accident.

The barrier Y would furnish a great degree of protection when used along with a safety belt B that is also fastened to a slidable or a non-slidable seat. The barrier Y may also be used effectively along with a knee shield K and foot shields NR and NL. The barrier Y may be mounted on a bracket (not shown) which may be cantilevered out from a cylinder 'IT or the like that is mounted on the interior of a vehicle.

The barrier Y may have a tough, ilexible, transparent plastic face or eye shield 99. The shield 99 may be made of a tough plastic, such as the transparent plastic sold under the trade name Mylan The shield 99 would foid when the barrier Y is retracted. The shield 99 would tend to yield to an extent by bending to cushion and then kstop the flight of small pieces of broken windshie-ld glass and the like during a collision. The flexible transparent shield 99 would tend to bend and yield to cushion and protect the occupants eye-glasses that are propelled against it by momentum during a collision, thereby protecting an occupants face, particularly his eyes from the possibility of being severely injured by his eye-glasses.

When the barrier Y is to be kept in its protective position for periods when traveling under hazardous conditions such as during storms and the like, the transparent shield 99 may have means to retract it away from lthe front of the occupant. When conditions tend to cause fogging of the shield 99, the retraction means would allow the shield to be moved aside so it would not obscure occupants view of the highway. As shown in FIG. 15, the shield 99 may have elastic strands 120` and 121- engaged to its edging. The strands 126 and 121 termminate by engaging curved metal catches 122. Each catch 122 engages a pin-like offset 123. The offsets 123 are attached to the wire edging 124.

Barriers Q, W, Y and the like may be rigidly mounted so they cannot yield forwardly and be used in vehicles in conjunction with bumper-like barriers BB that yield and cushion to a great extent when they strike an obstruction. A barrier BB is shown in FIG. l. Such a barrier may also be positioned in the front of vehicle bodies that have a barrier W or a barrier Y. Such bumperlike barriers are described in my Patent No. 3,056,462 and in my Patent No. 3,056,627. A cushioning means such as the barrier BB or the like would be necessary in small vehicles including small automobiles which are so compact that an adequate deceleration path cannot be furnished within the occupants compartment. Conventional bumpers yield little without breaking, so they cannot provide adequate cushion of collision impacts.

The barrier BB may have a bowed shell or skin 130 that is pivotally mounted with pin means 131 and 132. A pivotal link 133 engages the pin 132 and a pine 134. A corrugated spring steel sheet 135 or the like ties across ,16 the bow ofthe shell 130. Yieldable rib means 136 stitfen the shell 130. A collision impact against the convex surface of the shell causes the shell and the rib means 136 to flatten, as the spring sheet 135 yieldingly resists the impact force. i

Thus it will be seen that I have provided an elllcient and strong safety barrier which, by its shape and yieldable means, makes it possible to cushion and absorb violent collision forces and thus protect an occupant of a motor vehicle or other conveyance. l

While I have illustrated and described several specific embodiments of my invention, it will be understood that these are by way of illustration only, and that various changes and modifications may be made within the contemplation of my invention and within the scope of the following claims.

I claim:

1. In a vhicle having a seat for an occupant, in combination, a shield means confronting at least a portion of the front of the occupant, said shield means having major portions of its shielding area comprising flexible sheeting, said shield means having stiffening means to restrain said flexible sheeting from drooping, support means mounted in said vehicle, said support means including means for supporting said shield means in substantially vertical position, said shield means being movably mounted so as to allow retraction away from a protective position that confronts said `occupant to a retracted position, said shield means including a transplant flexible and foldable plastic sheet portion confronting at least the eyes of said occupant, said shield means including means to force said transparent flexible plastic portionl into a compacted folded condition by said retraction, a lower portion of said shield means confronting at least a portion of chest of said occupant, said shield means including bearing surface means confronting said occupants forehead and chin, whereby said shield means can be kept retracted so it can be moved into protective position when a collision is imminent, so said shield means can restrain said occupant from being propelled forwardly against rigid objects during violent deceleration caused by a collision and whereby said eyes of said occupant are shielded from llying glass particles during said collision.

2. The combination recited in claim 1 wherein said retracted position is substantially above said occupant.

3. A combination recited in claim 1 wherein said support means for mounting said shield means extends from behind said occupant to engage said shield means above the shoulders of said occupant, whereby a space is provided for allowing said occupant to escape quickly from said seat after retracting said shield means after an accident.

4. A combination as recited in claim 1 together with tripping means operated by said occupant for moving said shield means into said protective position.

5. A combination recited in claim 1 wherein said movable mounting includes at least a pivotal mounting.

6. A combination as recited in claim 1 wherein said support means being yieldable in a forward direction of said vehicle for allowing yieldable movement of said shield means in a forward direction -of said vehicle in response to the momentum thrust of said occupant against said shield means due to a high degree of deceleration of said vehicle, and yieldable force absorbing means to gradually absorb said momentum thrust and thereby cushion said occupant during the deceleration of said vehicle.

7. A combination as recited in claim 1 wherein `said transparent portion includes a second movable means to -allow it to be moved away from the position confronting 1 7 1 8 means into said protective position in response to opera- 2,475,588 7/ 1949 Bierman 244-122 tion of said tripping means. 2,833,554 5/ 1958 Ricordi 280-150 9. A combination as recited in claim 6 together with 2,977,135 3/1961 Graham 280-150 means to prevent rebound of said occupant. 3,129,017 4/ 1964 Graham 280-150 10. A combination as recited in claim 6 together with 5 3,262,716 7/ 1966 Graham 280-150 tripping means operated by said occupant for moving said shield means into said protective position. FOREIGN PATENTS 1,008,155 5/ 1952 France. References Cited UNITED STATES PATENTS BENJAMIN HERSH, Przmary Examznel.

2,025,822 12/1935 Pryor 280 150 J- SIEGEL; Assistant Examiner- 

